2006 997.1 C2S Transmission work
11-17-2014, 09:33 PM
#1
2006 997.1 C2S Transmission work
I will label this thread a follow up on one I published 6 months ago about a a grinding tranny.
After a lost summer trouble shooting a grinding tranny, talking to different manufacturers and shops, I have now decided to do a full tranny replacement and add some gooddies while I'm at it.
Car
2006 C2S with 65 000 km (bought used at 45 000 kms), last 20 000 kms are 80% track
So here is the planned scope of work:
New tranny W/O LSD. Keeping my core for rebuild and new ratio.
New OEM clutch kit. Its was suggested that the OEM was plenty strong and that some after market units caused issues.
New lightweight flywheel (gooddie)
New slave cylinder
New AOS
Pending, LSD or TBD? This is where I need input. (gooddie)
Foreword on this portion, I'm looking for real life tested on human with car feedback, not sales pitch.
From reading the forums it seems a general concensus that;
TBD is best for autocross and street use.
LSD is best for track use.
Now, I'm a regular track junkie with limited time and money to spend on tweeks. I don't have a trackside mechanic to fine tune things on the go.
I have no problem keeping up with same generation GT3s driven by same class (blue PCA) drivers, obviously this NOT by having the most top end and grunt.
Brakes, links, mounts and suspension have all been upgraded.
Tracks close by
Calabogie Motorsport Park (CMP) 50% track time
Le circuit Mont-Tremblant (LCMT) 45% track time
The Glenn, Monsport, Icar, balance of track time.
My two closes tracks are CMP and LCMT and are VERY different from one another.
The goal. To diminish my time per lap at a REASONNABLE cost.
I'm a big believer in the 80% rule (getting 80% of a specific spec is a very good bang for the buck, the remaining 20% is too costly).
My inquiry is this, as anyone tried both types of differentials and what are principal + and -'s for guys like me.
Easily tweekable, if at all (cost sensitive)
Maintenance/rebuild, how often
Performance benefits 80% rule.
Is a LSD the best option but cost to tweek an maintain take the fun out of it?
Is a TBD a compromise that will keep me wanting more?
If LSD/TBD should be prefered which one (no sales pitch) and why, If you don't have/drive one, non need to input.
I don't expect to be so Lucky as to find someone who tried both but that would be great.
Thanks for your help.
Jacques
After a lost summer trouble shooting a grinding tranny, talking to different manufacturers and shops, I have now decided to do a full tranny replacement and add some gooddies while I'm at it.
Car
2006 C2S with 65 000 km (bought used at 45 000 kms), last 20 000 kms are 80% track
So here is the planned scope of work:
New tranny W/O LSD. Keeping my core for rebuild and new ratio.
New OEM clutch kit. Its was suggested that the OEM was plenty strong and that some after market units caused issues.
New lightweight flywheel (gooddie)
New slave cylinder
New AOS
Pending, LSD or TBD? This is where I need input. (gooddie)
Foreword on this portion, I'm looking for real life tested on human with car feedback, not sales pitch.
From reading the forums it seems a general concensus that;
TBD is best for autocross and street use.
LSD is best for track use.
Now, I'm a regular track junkie with limited time and money to spend on tweeks. I don't have a trackside mechanic to fine tune things on the go.
I have no problem keeping up with same generation GT3s driven by same class (blue PCA) drivers, obviously this NOT by having the most top end and grunt.
Brakes, links, mounts and suspension have all been upgraded.
Tracks close by
Calabogie Motorsport Park (CMP) 50% track time
Le circuit Mont-Tremblant (LCMT) 45% track time
The Glenn, Monsport, Icar, balance of track time.
My two closes tracks are CMP and LCMT and are VERY different from one another.
The goal. To diminish my time per lap at a REASONNABLE cost.
I'm a big believer in the 80% rule (getting 80% of a specific spec is a very good bang for the buck, the remaining 20% is too costly).
My inquiry is this, as anyone tried both types of differentials and what are principal + and -'s for guys like me.
Easily tweekable, if at all (cost sensitive)
Maintenance/rebuild, how often
Performance benefits 80% rule.
Is a LSD the best option but cost to tweek an maintain take the fun out of it?
Is a TBD a compromise that will keep me wanting more?
If LSD/TBD should be prefered which one (no sales pitch) and why, If you don't have/drive one, non need to input.
I don't expect to be so Lucky as to find someone who tried both but that would be great.
Thanks for your help.
Jacques
11-17-2014, 09:55 PM
#2
Nordschleife Master
Keep it 100% stock and all will be well. The tranny is not the weak link.
Porsche Experience events used to have manual cars. Not any longer as PCNA long discovered that many attendees had no stick shift driving skills. I am not saying it is your case... but unless you are ready to compete at Cup Car level I doubt the tranny is your limiting factor.
Porsche Experience events used to have manual cars. Not any longer as PCNA long discovered that many attendees had no stick shift driving skills. I am not saying it is your case... but unless you are ready to compete at Cup Car level I doubt the tranny is your limiting factor.
11-17-2014, 10:07 PM
#3
I know, it all happens between the pedals and the steering wheel, but as I mentionned this is a follow up post on a tranny that is grinding in 4th,5th and 6th when changing gears until the oil is warm. Tried 3 types of gears oils, talked to 4 different shops. A new tranny is required soon.
